Fare indicator for vehicles



F. W. G. BRUHN.

FARE INDICATOR FOR VEHICLES.

APPLICATION FILED FEB. 10, I922.

' Patented Nov. 28,' 1922.

4 SHEETS-SHEET 2.

A I J i I II v v D I.I 4 /O 7 A F. W. G. BRUHN.

FARE INDICATOR FOR VEHICLES.

APPLICATION FILED FEB. 10. 1922.

1,436,646. I Patented Nov. 28,1922.

,4 SHEETS-SHEET 3. 22

F. W. G. BRUHN.

FARE INDICATOR FOR VEHICLES. APPLICATION FILED FEB. I0. 1922.

Patented Nov. 28, 1922 (SHEETS-SHEET 4.

Patented Nov. 28, 1922.

PATENT OFFICE.

FRIEDRICH WILHELM GUSTAV BRUH'N, OF WILMERSDORF, NEAR BERLIN, GERMANY.

FARE INDICATOR FOR VEHICLES.

Application filed February 10, 1922.

To all whom it may concern:

Be it known that I, FRIEDRICH TVILHELM GUSTAV BRUHN, a citizen of Germany, residing at ilmersdorf, near Berlin, Germany, have invented certain new and useful Iniprovements in Fare Indicators for Vehicles, of which the following is a specification.

This invention relates to fare indicators which are set for different conditions of service by means of a signal that may con sist of a flag adapted to be swung into a number of positions. The object of the invention is to simplify the manipulation required for setting the apparatus for the various conditions of service, to reduce the number of parts required for thus setting the apparatus, and above all to provide perfect security against certain possibilities of fraud.

The possibilities of fraud, with which the invention is intended to cope by simple means in the simplest possible manner, are more particularly the following:

Every fare indicator must, at the beginning of a trip, he set into operative condition and adjusted for the proper tariff. At the end of a trip the fare indicator must be set to cash. During the operation of setting the apparatus to cash the hirer of the vehicle pays his fare. Therefore the fare to be paid for the trip must remain visible. hen the fare has been paid the apparatus must be set out of operative condition, i. e. to disengaged. The fare recorded for the last trip must disappear. lVhen the apparatus is then again set for service the initial charge according to the particular tariff in question must be recorded. The operation of restoring to their zero or initial positions the members (such as disks, cylinders or the like) that serve to indicate the fare requires a certain length of time. Hence, if only a single member the si.gnal--is provided for setting the apparatus for the different conditions of service, it will be possible for the driver at the end of a trip, when the apparatus records a certain fare, to set the apparatus so quickly to disengaged and then into its operative or engaged condition that the said indicat- :g members do not have time enough to return to their zero or initial positions. The driver is thus enabled to prevent the re- Serial No. 535,577.

corded fare from disappearing and to commence a new trip with a recorded fare that is higher than the proper initial charge. Various means have been proposed for preventing the apparatus from being set too rapidly to disengaged and then to en gaged. One of these means consists in an arrangement by which the signal, when brought into the disengaged position, is locked and thus prevented from being set to engaged until a slight reversed motion is imparted to it.

It has been found that this arrangement in itself does not afford sufficient security, because the driver, after a little practice, is still able to carry out the necessary motions fast enough to prevent a recorded fare from disappearing. Another attempt to overcome this evil involved a renewed application of the old plan of providing a manually operated member such as a lever in addition to the manually operated signal. The arrangement in accordance with this plan was such that the signal was locked when moved into the disengaged position and had to be unlocked by manipulating the second member before it could again be set to engaged. This arrangement, in addition to rendering the apparatus inconvenient to handle, involves the drawback of necessitating the provision of a second manually operated member and special locking devices. Besides, even this arrangement does not afford perfect security against the fare being maintained recorded on the ap )aratus, because the driver, after sufficient practice. is able to carry out the necessary manipulations so quickly that the indicating disks or drums are not given time enough to return to their Zero positions.

The too rapid manipulation of the fare recorder may be used as a means for practicing fraud in other ways. Thus, if the apparatus is arranged to be set for all conditions of service by means of the signal, the driver ma inadvertently switch over from the tariff for which the apparatus happens to be set to cash and then to disengaged so quickly that the fare disappears before the hirer of the vehicle has had time to read it. The driver will then be able to pretend that the fare wls higher than the proper, recorded fare, and if the hirer complains, the

driver will be able to make the excuse that he inadvertently used too much force and switched over to cash too quickly, so that the signal immediately went to disengaged. To provide against this, fare indicators have been equipped with a special member for setting the apparatus to cash. There could then be no question of switching too rapidly, but this arrangement also involved a second manually operated member, locking devices that had to be provided in order to compel the driver to work the second member, and inconvenient switching manipulations. I V

The operation of setting the apparatus to cash may also be utilized for fraudulent purposes. .ln existing apparatus the circumstances involved in this operation are generally the following: When the apparatus is set to cash the motion of the clockwork is arrested to prevent it from augmenting the fare while the hirer of the vehicle, after having been taken to his destination, is paying for his trip. But the distance mechanism, which causes the fare indicator to record a fare in accordance with the distance covered, will still be connected to the indicator. Therefore if, while the apparatus is left at cash, the driver were to drive on, or take in a new passenger, the fare and the fare-checkingdevices would be advanced by the distance mechanism. Two possibilities of fraud are given in particular and these are the following:

1. The driver has just reached the end of the trip and set the apparatus to cash. He receives payment from his fare and notices another person who desires to engage his car. He now omits to set the ap paratus to disengaged and thus omits to obliterate the fare charged for the last trip while covering the apparatus with his cloak so that the passenger does not notice that it is set at cash. At the end of the trip the apparatus will appear to be set to cash in the proper manner, but in reality the passenger will have to pay for the last passengers trip in addition to his own.

2. Suppose the driver has to wait for some hours, as on a race course for instance. In such cases he will be able to defraud the owner of the car in the following manner: He gets the passenger to agree to pay a certain sum for the time lost in waiting and when he arrives at the race-course he sets his apparatus to cash.

During the long waiting time the fare on the fare indicator will now not be increased at all and the fare-checking-devices will not advance either and as the apparatus has not yet been set to disengaged the car will not be available for another passenger. At the commencement of the return trip the driver, after having collected the amount recorded and the sum the passenger agreed to pay for the waiting time, either resets the apparatus (by switching it to disengaged and then to -engaged), or he leaves the apparatus in the cash position during the return trip.

In accordance with the present invention the signal used for setting the fare indicater into and out of operative condition, is, when switched into the disengaged position, forcibly kept there for a certain time, that is long enough to enable the various mechanisms to go back into their initial or zero positions. With this method of operation only one manually operated mem ber, viz. the signal, is required. The length of time for which the signal is positively held in the disengaged position is quite independent of the volition and skill of the driver, so that it cannot be influenced by him.

The operation of setting the apparatus to cash is also performed. without a second manually operated member and with the aid of the said signal in such a way that it is impossible to inadvertent y set the apparatus to disengaged without making a pause at cash. Another feature of the invention consists in a sign-plate with a suitable inscription being disclosed to view by the operation of the signal when this latter is set to cash. In an apparatus that is set into and out of operative condition by turning the signal in opposite directions the disclosure of the said sign-plate is only effected when the signal is turned in one of the two directions.

In accordance with the present invention abusive use of the cash position is precluded by means of one or more checking devices arranged to automatically check the operation of setting the apparatus to cash. By means of a separate recording device the distances are recorded that are covered by the car while the fare indicator is set i in its cash position. As the driver should never drive with his apparatus at cash the distances recorded by the said checking device will completely expose all such fraudulent acts. The time during which the apparatus was set at cash can also be checked and the driver can thus be pre vented from acting contrary to the car owners instructions to the effect that the apparatus should not be kept long in the period during which the signal was locked in the disengaged position has expired, so that the apparatus is ready to be set for service. Fi s. 2 to 5 show sections taken on the line D of Fig. 6 with the mechanism of the fare indicator in different positions.

Figs. 2 and 3 show the parts by which the signal is locked in the disengaged position and by which it is controlled in other positions, but the parts for setting the apparatus to cash are omitted. Figs. 4 and 5 show the parts for setting the apparatus to cash, the gear for locking and controlling the signal being omitted.

in Fig. 2 the parts otl the apparatus are in the same position as in Fig. 1 so that the apparatus is at disengaged and ready to he set for service.

Fig. 3 shows the apparatus at engaged.

Fig. 8 shows a detail of the signal lockin mechanism.

Fig. 4: shows the apparatus at disengaged and ready to be set for service as in Fig. 2.

Fig. 5 shows the apparatus in its cash. position.

Fig. 6 is a section of the apparatus taken on the line EF of Fig. 1.

Fig. 7 is a section on the line EF of Fig. 6 showing a View of the inner side of the back wall of the apparatus. Fig. 7 corre sponds to Fig. 6 but is drawn on a reduced scale.

a is the back wall and b the casing of the fare indicator 0, which bears a flag-like signal at its upper end, as shown in Fig. 7, is journalled in the back a.

It will be assumed that the setting oi the fare indicator in its engaged and disengaged positions, and into the positions for recording the various rates or tariifs, is ei? tiected by turning the signal 0, and that, when the signal 0 is turned upward (see Figs. 1, 2. 4: and 6) the apparatus at disengaged. It will he assumed vthither that the apparatus is set For service hy turning tl e signal in the direction of the arrow 1 (see Fig. l) and that it is set into its d sengaged position by turning the signal in the direction of the arrow 11 (see Fig. To get the apparatus into its disengaged position the signal is turned in the direction of the arrow 11 (see Fig. 5) until it strikes against the fixed pin or stop it.

It is also assumed that the fare indicator to be capable of being set for three rates or tarifi s, and that when the signal is in the position shown in Fig. 3 the fare indicator is set for tarifi No. I, while the signal positions shown by the lines II and III in Fig. 3 correspoiul to tariffs II and III.

Fixed on the shaft (7 ot' the signal (i (see l ig'. (3) are six disks, viz:

(l) a locking disk e. One part oi the cirsition illustrated in Fig. 0.

cumference oi? this disk has oblique teeth 6 inclined in a counter clockwise direction and at other parts there are teeth 0 inclined in the opposite direction and a notch a positioning disk 7'' which 0', erates to set the signal into the four al. ove-mentioned positions. The positioning disk 7' is made in the form of a four-armed starwheel and, in conjunction with a lever pressed against it by a spring g it turns the signal 0 into, and holds it in, any one of fear definite positions. At its point of engagement with the disk f the lever g carries a roller of the same. th'zkness as itself. The lever g embraces more than one half of the periphery of the roller 7 so that the latter is securely journalled in the lever. By this arrangement special pi rots or gudgeons for the roll may he dispensed with and space thus saved. The lever g is almost as thicr as the positioning disk f and has a little play between the disks 6 and 2',

the controlling disk 2' which has a projection lc located in the same plane as itself and a forwardly extending annular projection Z whose axis coincides with that of the disk itself, but whose diameter is somewhat smaller than that ol the disk i;

A two-armed pawl or detent on has two teeth m? and m either of which can he made to engage with the locking disk 6. hen the tooth m with the locking disk (see Figs. 1, 2 and 4) a lowering of the sig nal c vill result in the tooth m coming into ageinent with the teeth 6 and thus preienting the partly lowered flag or signal raised again. Hence, it an operation 0. setting the apparatus tor service has been commenced, it is not possible to re store the apparatus to its inoperative cfmdition again without completing the said operation. At its left end the detent m carries a roll wa against which either one of two oblique surfaces a or ii of a wedge-shaped part of a do 77.- is pulled by a sprii ,g M, ac cording to the position of the detent m. \Vhcn the dclent m is in "g-1.. position in. which its tooth m. cu the disk (see Fi l, 9. and 4) V ll have its oblique surfacen pressed .gainst the roll m and it will tend to -..1 the detent m clockwise. lVhen the posi 11 ot the dc tent m is Silt h that its tooth m c i the locking disk 8 (see Figs. 3 oblique surface a? oi the dog it will be pulled against the roll. m and 3 will tend to turn the detent m counterclockwise.

lVhen the signal 0 is turned down into the position it is illustrated in Fig. 3, and in which the apparatus is set for service at tariff No. I, the projection Z: of the controlling disk 2'- engages with a pin in? of the two-armed detent m and tin s it out oi the position shown in Figs. 1 and into the po- During this op tions, without being detained by the detent m, because the tooth m of the detent slides along periphery of the disk 2' and the notch e", which the tooth m enters, affords no hold for it. Rotation of the signal be yond the position IE is prevented by a tired stop pin 0. it is thus seen that the appara tus can be set without hindrance to any position between the positions 01 tariffs Nos. 1 and ill. But when the signal 0 is raised from an engaged position, as the tariff 1 position (see Fig. 3), for the purpose of being restored to the disengaged or inopera tive position, the tooth m of the detent m enters into engagement with the teeth 6 of the locking disk 6 and prevents the partly raised signal 0 from being turned down again.

Another feature of the invention consists in the signal 0 when being raised to disengaged, i. e. on its way from the tariii I (Fig. to the disengaged position (Figs. 1, 2 and 4), being arranged to be detained in an intermediate position, the cash position. This cash position and the means for detaining the signal in it will be described in detail hereinafter, and at this place the operations that occur in restoring the apparatus to disengaged will first be described Vlhen the apparatus is set to disengaged, i. e. when the signal 0 is completely raised. its rotation in one direction will be prevented by the stop h, and its rotation in the opposite direction is also prevented because of the engagement of the tooth m of the detent mwith a tooth c of the locking disk 6. lit thus seen that when the apparatus is set to disengaged it is locked so as to be prevented 1 .0111 being in'nnediately reset for service. This locked condition of the apparatus must be maintained for a certain time so as to give the mechanism of the fare indicator su'liicient time to return to its normal position, and especially to enable the disks or cylinders that serve to indicate the fare to be paid to regain their Zero or initial positions. W hen this time has expired the apparatus must be capable of being reset for servi e. This requirement is met by the following means:

Mounted on a support (not shown) attached to the back of the apparatus is a going train 3) (see Figs. 2 and 3) which coinprises a Fly 22 which, due to the gearing of the wheels of the going train (see Fig. 2), has to execute a large number of revolutions when a v-Ihcel p is turned through a small angle. Fined on the shaft of the wheel 79 reac es in a ratchet wheel 12 A lever Q is revolubly mounted on the shaft that carries the wheel 79 and the ratchet wheel 11 The lever Q carries a pawl that engages with the ratchet wheel. 29 It is thus seen that the lever Q can turn clockwise without carrying the ratchet wheel p around with it. But when the lever Q is turned counter-clockwise by a spring the ratchet wheel 79 is carried round by the pawl and the going train is driven at a speed that is regulated by the fly p The lever Q has a curved, pointed projection Q3, which, when the parts are in the position shown in Figs. 2 and 3, is covered by a plate pivotally attached to the lever Q and adapted to be swung round by a spring. The lever Q is acted upon by a spring so that its curved projection presses against the annular projection Z of the controlling disk 6 (see Fig. 3). When the signal 0 is raised, and the disk 11 with its annular projection Z is thus turned, a perforation Z in the annular projection brought opposite to the curved projection and the cover-plate The curved rejection Q3 and the cover-plate cannot enter into the perforation Z until the righthand edge of the perforation Z has moved past the right corner of the end of the cover-plate But the moment this happens the lever Q can be turned by the spring Q2. The lever Q is then swung around into the position shown in Fig. 2 in which the curved projection and the cover-plate have completely entered the perforation Z in the annular projection Z. A. definite interval of time required for swinging round the lever Q because the pawl attached to the latter carries the ratchet wheel 39 around with it and thus drives the going train and the fly p by which the latter is governed. The time required for overcoming the resistance offered by the going train and fly p is made such as to enable the mechanism of the apparatus to return without fail to its normal or Zero position. VJ hen the lover Q swung round into the position shown in F'lfl. $2 the two-armed detent m is shifted liron'i the position shown in Figs. 3 and 5 into the position represented in Figs. 2 and i. This reversal of the detent m is performed by the right end or the lever which carries the pin m and the left arm of the detent m upward when the lever Q is swung round as described.

It is thus seen that the tooth m of the detent m is moved away from the look ing disc 6 while the tooth m is moved into engagement with the same. It follows that, when the time required for swinging round the lever Q has expired, tie apparatus can be again set for service, i. e. the signal can be lowered again from the raised position shown. in 2 into the position in which it is represented in Fig. 3. During this lowering of the signal the right-hand. edge of the perforation F of the ring-shaped projection Z turns the cover-plate aside and the lever g is then lifted by the rieht oblique edge of the projection q until this projection g is restored to the position in which. its point contacts with the periphery of the annular projection Z of the controlling; disk (Fig. The lever then remains in this position until the next operation of setting the apparatus to disengaged occurs.

It is thus seen that the deices heretofore described operate to reverse the two-armed detent m. apparatus is completely set for service, i. e. just before the signal is set into its horizontal position, the iWO flIll'fQQl detent m is turned into the position shovm in Fig. in which the teeth c of the locking disk (which permit of the signal being lifted. but prevent it tron: being lowered again after it has been partly raised) can become effective, and after the apparatus has been set into its disengaged position in which the raised signal is locked against rotation in the one direction by the stop It, and prevented from rotating in the other direction by the tooth m the detent m is thrown round into the position that it is shown in Fins. 2 and t, and in which the teeth 6 (which permit of the lowering of the signali. e. the setting ior service of the apparatusand prevent the signal from being raised once it has been partly lowered) become effective. Due to the action of the going train 7) the reversal of the detent in just alluded to (and hence the release of the signal takes place so slowly that the operation of restoring the recording: devices of the mechanism of the fare incicator to normal will be completed before the signal can be lowered again. The reversing gear cannot be affected in any way by the driver. The driver has only a single member, viz. the signal, to attend to, and he need not p orir any manipulations except raising the signal to set the apparatus in its (iise igao ed position and lowering the signal to set the apparatus for service. If, after seating the ao nratus to disengaged. the driver should attempt to lower the signal again before the time required for reversing the detent m has expired, the tooth m'-"will engage with a tooth c of the locking: disk. The letent in. will he held thereby in the position in which it happens to he at that moment. because the sprinp; is not strong enough to overcome the considerable trictiou that then arises b the teeth m and 8 The reversal of the position of the detent m will therefore not be completed until the signal is let go by the driver. Hence, when the signal is lowered prematurely, the time that it is locked will not be shortened but prolonged.

The means by which the apparatus is set As explained above, just betore the to cash and by wh "h the cash position is indicated are as tollows:

Arranged at the right of the locking disk c is a pivoted dog 0*. A spring 7 tends to press the dog: 1 against the locking disk 6. The dog r is. however, normally kept out of contact with c, this being effected by a small. pin 1* on the dog abutting against a, ledge of the right end of a pivoted two-armed catch A spring tends to rotate the catch a counter-clockwise, but the latter is prevented by the pin 9 from turning; beyond its dog-detaining position shown in Figs. 1, 2, 3 and 4. Pivotally attached to the controlling disk 1' is a tappet t which is normally pulled by a spring i into the position shown in Figs. 2 and 5 in which it rests against a stop. The tappet it lies in the same plane as the catch a.

When the signal 0 is lowered from the position in which it is represented in Fig. 2 into the position of F ig. 8, the tappet it strikes against the left arm of the catch 5 and is pushed round counter-clockwise against. the action oi the spring so that it can move past the catch \Vhen it has passed the catch 8 the tappet 26 is pulled forward again up to its front stop.

But when the signal 0 is raised from the horizontal position shown in Fig. 3 the tappet t will, when the signal has been turned through about strike against the lett arm of the catch 5 and turn it counterclockwise so that the pin 1 will lose the support afforded by the ledge of the catch 8, and the dog! 7 is allowed to yield to the action of the spring 1. On the signal 0 now being raised a little further the dog 4' enters the notch e in the locking disk 8 (see Fig. 5) and the lower oblique surface of the notch 6 will strike against the lower end of the dog 1 and tend to rotate the dog clockwise. But as the pivots of the disk 6 and the dog 9" are fixed, further upward movement of the end of the dog 1 will be prevented and this will also prevent any further raising of the signal. It is therefore impossible to inadvertently move the signal past this position, (which the cash position of the apparatus) by turning it too rapidly or iolently. When the cash position is reached the tappet t will have passed the left arm of the catch a.

In order to'be able to raise the signal 0 any further the driver must new first let it go again, and when he does this the positioning'deviee. that consists of the star-wheel f and the lever 9 turns the signal c back again through a certain angle. This backwari'l rotation of the signal 0 is stopped when the next tooth c ahead of the tooth m of the detent m strikes against the latter tooth m During this reversed movement the tappet 15 remains above the left arm of the catch 8. The slight lowering of the signal (1 by the positioning device results in the dog 0 being lifted out of the'noteh 6 again by the oblique contacting surface of the latter and in the dog r being again locked in its inoperative position by the right arm of the catch 8 which is turned counter-clockwise by its spring. lVhen the signal 0 is now raised from the position shown in Fig. 5 into its vertical position the locked condition of the dog 1" is not affected in any way.

It is thus seen that when the flag or signal raised the dog r is first released so as to prevent the signal from being rotated upward beyond the cash position. When the signal is then let go the dog 1' is restored to, and relocked, in its normal or inoperative position so as to enable the signal to be fully raised. l Vhen the signal is lowered the dog 7 is not affected. The operation of raising the signal into the cash position has the affect of causing a special cash sign-plate a (see a, 5 and 7) to drop into view (see Figs. 5 and 7 l when the signal a is fully raised this sign-plate is caused to disappear again (see Fig. 4.). lVhen the signal 0 is lowered the sign plate is not aliectcd. The means for controlling the cash si n-plate a are as follows:

The sign-plate a, which is preferably colored so as to be conspicuous and bears an appropriate inscription such as End of trip. Please pay, is pivotally attached to the back of the apparatus. An arm 4) is rigidly fixed to the sign-plate a (see Figs. t and 5). A spring 01 attached to the arm '0 tends to turn the sign plate u out of the position shown in Fig. l, in which it is covered by the front 6 of the casing Z2, into the position shown in Fig. 5. The sign-plate a is usually locked in its normal position, in which it is represented in Fig. 4, and this is accomplished by a locking member in the shape of a prop w whose upper end props up a projection o (see Fig. 4) that juts out from the arm '0. Fivotally mounted on the prop w is a small two-armed tappet 0: whose right arm is normally turned by a spring into the position shown in Fig. 4 in which it abuts against a stop The left arm of the tappet a: then lies in the path of a pin :1 fixed on the controlling disk 71.

When the signal (2 is lowered from the vertical position in which it is shown in Fig. t into the position represented in Fig. 3 the gin turns the left arm of the tappet w aside and brushes past it without affecting the prop to. But when the signal 0 is turned up tron] its horizontal position the pin y strikes against the lower oblique surface of the left arm of the tappet m and pushes the prop 20 aside, since the tappet as is prevented rrom rotating by the pin .2. The top end of the prop w being now moved away from the projection 71 the sign-plate a will have lost its support and it will be turned by the spring 12 into the position shown in Figs. 5 7. The projection 11 will move the prop 1 ,eeaeee w clockwise still further than it was moved by the pin '8, the ultimate position of the prop to being shown in Fig. 5. lt is thus seen that when the apparatus is set to cash, the cash. sign-plate is automatically caused to drop into view. This sign-plate then covers the heading, as for example the word Tariff, above the tariff indicator (see Fig. 7).

On the signal 0 now being let by the driver in the manner described above so as to enable it to be fully raised, and on its be ing thereupon fully raised into the position shown in Fig. 4-, the pin g that engages with the arm 3/ will raise the sign-plate a with its arm '0 and restore it to the position shown in Fig. l inwhich it will again be locked by the prop w that is turned counter-clockwise by a spring.

The means for precluding abusive use of the cash position are in evidence in Fig. 7.

The signal is shown in the position it oc-. cupies when the apparatus is set t cash.

From the driving shaft l of the distance mechanism motion is transmitted to the counting train 10 in a known manner, as for example through a cam 5, an arm 6, a pawl 7, a ratchet 8, a worm 9 and a wheel 11 on the shaft or" the counting train 10 so that the distances covered by the car are recorded and displayed by the numeral disks.

A novel feature in accordance with the invention consists in providing a second counting train 12 which, when the-apparatus is set to cash, is coupled to the counting train 10.

In the arrangement shown in the drawing wheel 18, arranged. to revolve but not to move longitudinally relatively to the shaft of the second counting train 12, is driven by the wheel 11. The wheel 13 is armnged to be firmly fixed on the shaft of the counting train 12 by a clutch ll adapted to move longitudinally but not to rotate on the said shaft. cash the clutch 1.4L is thrown into gear in the manner illustrated by means of a lever 15 acted upon by a cam 16 mounted upon the shaft 2 of: the signal or flag.

It follows that the counting train 12 directly records the sum of all the distances covered with tare recorder set at cash by the driver. It the apparatus manipulated in the proper manner no change of the figures displayed by the ccuntingtraiu 12 will. take place, even after the car has been used for weeks or months.

The operation of checking the total time that the apparatus was set to cash is performed as follmvs: in the exemplified of construction it is assumed that a counting train 17 provided for checking the total time during which the fare indicator was set for service. A. clockwork, of which the balance wheel 30 only is shown, acts When the tare recorder is set to form. 3. 1

through any preferred means (not shown) on a wheel 18 which, by means of a worm l8, drives a wheel 20 on the shaft of the counting train 17. When the fare recorder is set to cash a second counting train 21 is coupled with the counting train 17. This coupling operation can be carried out as follows: The wheel 20 meshes with a wheel 22 arranged to rotate, but not to move longitudinally, on the shaft of the counting train 21, and the wheel 22 can be fixed on the said shaft by a clutch 24 arranged to move longitudinally, but not to turn, on the shaftof 21.' The clutch 24 is thrown into gear when the apparatus is set to cash by means of an arm 25 and a cam 26 mounted on the shaft (Z of the signal 0. Vith this arrangement the clockwork must not already be arrested on the apparatus being set to cash but only on its being set to disengaged. The arresting function may be performed by a cam 27 which, when the signal is thrown into the 0 position, causes an arresting member in the form of a spring 29 to en gage with the balance wheel 30 of the apparatus. As the clockwork in the novel apparatus is not arrested as in ordinary ap paratus when it is set to cash, but in spite of this the fare must not be increased as the time passes, the act of setting the apparatus to cash must be made to sever the connection between the clockwork and the mechanism for advancing the fare recorder and fare checking device. This is effected at any suitable point by any preferred means (not shown).'

The counting train 2i serves to record the total time during which the fare indicator was set at cash.

The numerals of the counting trains 10, 12, 17 and 21 may be arranged to be read through sight holes in the back wall of the apparatus.

I claim 1. In a fare indicator, a manually-operated signal adapted to be set into an engagcd and disengaged position, a lock for locking the signal when it is shifted from the engaged to the disengaged position, and means for automatically unlocking the signal after the said loch has been operative for a certain time.

52. In a fare indicator, a manually-operated signa adapted to be into an engagged and disengaged position, a lock for locking the signal when it is shifted from the engaged. to the disengaged position, a movable member for holding the lock in its locking position, and a going train for rendering the said member inoperative after it has held the lock for a certain time.

3. In a fare indicator with an engaged and a disengaged position, a manuallyoperated signal which is adapted to be raised into the disengaged position and lowered into the engaged position, a primary locking means for preventing the signal, when raised towards its disengaged position, from being immediately, lowered again, a secondary locking means for preventing the signal, when lowered towards its engaged position, from being immediately raised again, and a device for automatically putting the primary locking means out of gear and for putting the secondary locking means into gear only when a certain time after the raisin of the signal has elapsed.

t. n a fare indicator with an engaged and a disengaged position, a mamially-operated pivoted signal adapted to be rotated into the engaged and disengaged positions, a locking wheel mounted on the signal shaft and provided with groups of ratchet teeth that are inclined in different directions, and extend around parts of the circumference of the locking wheel, a two-armed detent which engages with one said group of teeth while the said signal is being rotated into its disengaged position, a reversing member for throwing the said detent into engagement with a second one of the said groups of teeth, and a retarding mechanism for operating the reversing member when a certain time after the signal has been turned into its disengaged position has elapsed.

5. In a fare indicator with an engaged and a disengaged position, a manuallyoperated pivoted signal adapted to he rotated in the engaged and disengaged positions, a locking wheel mounted on the signal shaft and provided with groups of ratchet teeth that are inclined in different directions and extend around parts of the the signal into its engaged position is com pleted, a reversing member throwing the said detent into its noi ial position, and a retarding mechanism for operating the reversing member when. acertain time after the signal has been turned into its disengaged position has elapsed.

6. In a fare-indicator with an engaged and a disengaged position, a manually-op erated pivoted signal adapted to be rotated in the engaged and disengaged positions, a locking wheel mounted on the signal shaft and provided with groups of ratchet teeth that are inclined in different directions and extend around parts of the circumfei ence of the locking wheeh'a two-armed detent with a normal and off-normal position and adapted to engage with one said group of t- 2th while is in its off-normal position and with a second one of the said groups of teeth when it is in its normal position, a positively acting member for throwing the detent into its off-normal position shortly before the operation of setting the signal into its engaged position is completed, a givoted arm for throwing the said detent into its normal position, a spring for turning the said arm into a position in which it throws the detent into its normal. position, means for tensioning the said spring when the signal is turned out of its disengaged position, means for preventing the arm from being moved by the said spring while the signal is in its disengaged position, a going train, and means for coupling the said arm to the going train and for releasing the arm to permit its movement by the said spring when the signal is set into its disengaged position.

7. In a fare indicator, a manually-operated signal adapted to be set into an engagged and disengaged position, a lock for locking the signal when it is shifted from the engaged to tie disengaged position, means for automatically unlocking the signal after the said lock has been operative for a certain time, a casing with a sight-hole therein, a movable sign-plate, means for holding the sign-plate in a normal position, and means connected with the said signal for bringing the sign-plate into an off-normal position behind the sight-hole.

8. In a fare indicator, a manually-operated signal adapted to be set into an engaged and disengaged position, a lock for locking the signal when it is shifted from the enga ed to the disengaged position, means for automatically unlocking the signal after the said lock has been operative for a certain time, a casing with a sight-hole therein, a movable sign-plate, a locking arm for holding the sign-plate in a normal position, actuating member connected to the said si 'nal, a member on the said locking arm adapted to coopimaiie with the actuating member and to give way to it when the signal. is moved into its engaged position, and a stop for preventing the sa d member from giving way to the actuating member when the signal is moved towards its disengaged position into an 'ii'itermediate position, whereby the said locking arm is moved to release the saidsign-plate.

9. In a fare indicator, a manually-operated signal adapted to be set into an operative, an intermediate and a disengaged position, lock for looking the signal when it is shifted from the operative to the disengaged position, means for automatically unlocking the signal after the said lock has been operative for a certain time, and means for enforcing a stoppage of the signal in the intermediate position when it is moved from the operative into its disengaged position.

10. In a fare indicator, a manually-operated signal adapted to set into an operative, an intermediate and a disengaged position, a lock for locking the signal when it is shifted from the operative to the disengaged position, means for automati cally unlocking the signal after the said lock has been operative for a certain time, a notched disk connected to the said signal, a spring-pressed stopping member adapted to enter the notch in the said disk, a catch for normally holding the stopping member out of engagement with the said notch, a tappet adapted to be carried round by the said signal, and to trip the said catch when the signal, while being moved towards its disengaged position, reaches a certain point, and is thereafter moved a slight distance in the opposite direction, and means for restoring the catch and the stopping member to their normal positions when the signal is again moved forward into the disengaged position.

11. In a fare indicator with an engaged, disengaged, and an intermediate position, a manually-operated signal adapted to be set into positions corresponding to the said engaged, disengaged and intermediate positions, a lock for locking the signal when it is shifted from the engaged to the disengaged position, means for automatically unlocking the signal after the said loch has been operative for a certain time, and a checking device for indicating that the signal has been moved into and kept in, the intermediate position.

12. In a vehicle, a fare indicator with an engaged, disengaged and an intermediate position, a manually-operated signal adapted to be set into positions correspond ing to said engaged,disengaged and intermediate positions, a lock for locking the signal when it is shifted from the engaged to thedisengaged position, means for automatically unlocking the signal after the said lock has been operative for a certain time, a shaft whose amount of motion corresponds to the distance covered by the said vehicle, a counting train, means for sometimes transmitting motion from the said shaft to the said counting train, and means for making the motion-transmitting means operative when the signal is moved into the said intermediate position.

13. In a fare indicator with an engaged, disengaged, and an intermediate position, a manually-operated signal adapted to be set into positions corresponding to the said engaged, disengaged and intermediate positions, a lock for locking the signal when it is shifted from the engaged to the disengaged position, means for antomatically unlocking the signal after the said lock has been operative for a certain time, a counting train, a going train, means for transmitting motion from the going train to the counting train, and means for rendering the motion-transmitting means operative when the signal is moved into the said intermediate position.

14;. In a vehicle, a fare indicator with an engaged, disengaged and intermediate position, a manually-operated signal adapted to be set into positlons corresponding to the said engaged, disengaged and interme diate positions, a lock for locking the signal when it is shifted from the engaged to the disengaged position, means for automatically unlocking the signal after the said lock has been operative for a certain time, a shaft whose amount of motion corresponds to the distance covered by the said vehicle, a primary counting train, means for transmitting motion from the said shaft to the said primary counting train, a secondary counting train, and means for coupling the secondary counting train to the primary counting train when the said signal is moved into the said intermediate position.

15. In a fare indicator with an engaged, disengaged, and an intermediate position, a manually-operated signal adapted to be set into positions corresponding to the said engaged, disengaged and intermediate positions, a lock for locking the signal when it is shifted from the engaged to the disengaged position, means for automatically unlocking the signal after the said lock has been operative for a certain time, a primary time-indicating counting train, a going train, means for starting the going train when the signal is moved out of the disengaged position, a permanent coupling between the going train and the said primary time indicating counting train, a sec ondary time-indicating counting train, and means for coupling the secondary counting train to the primary counting train when the said signal is moved into the intermediate position.

In testimony whereof I have signed this specification in the presence of two witnesses.

FRIEDRICH WILHELM GUSTAV BRUHN.

Witnesses:

E. H. GERMAN, CHARLEs D. TURRELL. 

